Split wedge and method for making same

ABSTRACT

A method of manufacturing a friction wedge of a rail car includes forming, in drag and cope portions of a mold, at least one cavity that defines at least some exterior features of at least one friction wedge. At least one core is inserted into the drag portion adjacent to the cavity. The core includes at least one surface configured to define a column face of the friction wedge. Rigging is formed in the drag and cope portion of the mold. The rigging includes a down sprue, at least one ingate, and at least one runner for directing molten material to the cavity. Molten material is poured into the mold to form the friction wedge casting. The friction wedge casting is removed from the mold. Rigging is removed from the friction wedge casting and the friction wedge casting is finished.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a continuation of pending U.S. patent applicationSer. No. 13/828,074 filed Mar. 14, 2013 entitled “Split Wedge and Methodfor Making Same”, which claims priority to U.S. Provisional ApplicationNo. 61/715,010 filed Oct. 17, 2012 entitled “Split Wedge and Method forMaking Same”, which are incorporated by reference herein in theirentirety.

BACKGROUND

Railway cars typically consist of a rail car that rests upon a pair oftruck assemblies. The truck assemblies include a pair of side frames andwheelsets connected together via a bolster and damping system. Thedamping system includes a set of friction wedge dampers. The car restsupon the center bowl of the bolster, which acts as a point of rotationfor the truck system. The car body movements are reacted through thesprings and friction wedge dampers, which connect the bolster and sideframes. The side frames include pedestals that each define a jaw intowhich a wheel assembly of a wheel set is positioned using a rollerbearing adapter.

The components may be formed via various casting techniques. The mostcommon technique for producing these components is through sand casting.Sand casting offers a low cost, high production method for formingcomplex hollow shapes such as side frames and bolsters. In a typicalsand casting operation, (1) a mold is formed by packing sand around apattern, which generally includes the gating system; (2) The pattern isremoved from the mold; (3) cores are placed into the mold and the moldis closed; (4) the mold is filled with hot liquid metal through thegating; (5) the metal is allowed to cool in the mold; (6) the solidifiedmetal referred to as raw casting is removed by breaking away the mold;(7) and the casting is finished and cleaned through the use of grinders,welders, heat treatment, and machining

In a sand casting operation, the mold is created using sand as a basematerial, mixed with a binder to retain the shape. The mold is createdin two halves -cope and drag which are separated along the parting line.The sand is packed around the pattern and retains the shape of thepattern after it is extracted from the mold. Draft angles of 3 degreesor more are machined into the pattern to ensure the pattern releasesfrom the mold during extraction. In some sand casting operations, aflask is used to support the sand during the molding process through thepouring process. Cores are inserted into the mold and the cope is placedon the drag to close the mold.

When casting a complex or hollow part, cores are used to define thehollow interior, or complex sections that cannot otherwise be createdwith the pattern. These cores are typically created by molding sand andbinder in a box shaped as the feature being created with the core. Thesecore boxes are either manually packed, or the core is manufactured usinga core blower or shell machines. The cores are removed from the box, andplaced into the mold. The cores are located in the mold using coreprints to guide their placement. The core prints also prevent the corefrom shifting while the metal is poured. Additionally, chaplets may beused to support or restrain the movement of cores, and fuse into thebase metal during solidification.

The mold typically contains the gating system, which provides a path forthe molten metal, and controls the flow of metal into the cavity. Thisgating consists of a sprue, which controls metal flow velocity, andconnects to the runners. The runners are channels for metal to flowthrough the gates into the cavity. The gates control flow rates into thecavity, and prevent turbulence of the liquid.

After the metal has been poured into the mold, the casting cools andshrinks as it approaches a solid state. As the metal shrinks, additionalliquid metal must continue to feed the areas that contract, or voidswill be present in the final part. In areas of high contraction, risersare placed in the mold to provide a secondary reservoir to be filledduring pouring. These risers are the last areas to solidify, and therebyallow the contents to remain in the liquid state longer than the cavityof the part being cast. As the contents of the cavity cool, the liquidmetal in the risers feeds the areas of contraction, ensuring a solidfinal casting is produced. Risers that are open on the top of the copemold can also act as vents for gases to escape during pouring andcooling.

In the various casting techniques, different sand binders are used toallow the sand to retain the pattern shape. These binders have a largeeffect on the final product, as they control the dimensional stability,surface finish, and casting detail achievable in each specific process.The two most typical sand casting methods include (1) green sand,consisting of silica sand, organic binders and water; and (2) chemicalor resin binder material consisting of silica sand and fast curingchemical binding adhesives such as phenolic urethane. Traditionally,side frames and bolsters have been created using the green sand process,due to the lower cost associated with the molding materials. While thismethod has been effective at producing these components for many years,there are disadvantages to this process.

Friction wedge dampers produced via the green sand operation describedabove have several problems. First, the relatively large draft anglesrequired in the patterns result in corresponding draft angles in thefriction wedges which may be ground down to meet customerspecifications. This is especially problematic on the column face offriction wedges. Second, obtaining flat and smooth surfaces on criticalportions of the friction wedges typically requires extra finishingsteps, such as grinding of surfaces. This can result in inconsistentfinal product dimensions, increased finishing time, or scrapping of thecomponent if outside specified dimensions. Other problems with thesecasting operations will become apparent upon reading the descriptionbelow.

BRIEF SUMMARY

A first aspect of the application is to provide a method ofmanufacturing a friction wedge for a rail car. The method includesforming, in drag and cope portions of a mold, at least one cavity thatdefines at least some exterior features of at least one friction wedge.At least one core is inserted into the mold adjacent to the cavity. Thecore includes at least one surface configured to define a column face ofthe friction wedge. Rigging is formed in the drag and cope portion ofthe mold. The rigging includes a down sprue, at least one ingate, and atleast one runner for directing molten material to the cavity. Moltenmaterial is poured into the mold to form the friction wedge casting. Thefriction wedge casting is removed from the mold and the rigging isremoved.

A second aspect of the application is to provide a friction wedge for arail car with a column face that, prior to finishing operations, issubstantially flat with a surface finish less than 500 micro-inches RMSand chamfered edges with a radius of about 0.30 inches.

A third aspect of the application is to provide a friction wedge for arail car that includes a column face with substantially flat top andbottom regions and a concave middle region. The maximum distance betweena plane within which the top and bottom flat regions are disposed and anapex of the concave middle region is between 0.020 and 0.060 inches.

A fourth aspect of the application is to provide a friction wedge for arail car that includes a column face with a recessed portion.

A fifth aspect of the application is to provide a friction wedge for arail car having an acicular gray iron microstructure that comprisesBainite, Martensite, Austenite, Carbide, and no more than about 5%Pearlite.

A sixth aspect of the application is to provide a friction wedge for arail car having a hardness of between 420-520 BHN.

Other features and advantages will be, or will become, apparent to onewith skill in the art upon examination of the following figures anddetailed description. It is intended that all such additional featuresand advantages included within this description be within the scope ofthe claims, and be protected by the following claims.

BRIEF DESCRIPTION OF THE DRAWINGS

The accompanying drawings are included to provide a furtherunderstanding of the claims, are incorporated in, and constitute a partof this specification. The detailed description and illustratedembodiments described serve to explain the principles defined by theclaims.

FIG. 1 illustrates a side view of a side frame of a railway car truckalong with a cut-away close up view of the bolster opening;

FIG. 2 illustrates a detailed view of a bolster opening of the sideframe of FIG. 1 with a cut-away view of the outboard end section of abolster inserted therein;

FIG. 3 illustrates a first exemplary friction wedge embodiment;

FIGS. 4A and 4B illustrate different views of exemplary rigging that maybe provided in a mold to manufacture the friction wedge;

FIG. 5A illustrates details of a core that may be utilized incooperation with the rigging and mold to form the first friction wedgeembodiment;

FIG. 5B illustrates the interaction of the core with a completedfriction wedge;

FIGS. 6A and 6B illustrate a second exemplary friction wedge embodimentand a core for manufacturing the same; and

FIGS. 7A and 7B illustrate a third exemplary friction wedge embodimentthat defines a concave column face and a core for manufacturing thesame.

DETAILED DESCRIPTION OF THE DRAWINGS

FIG. 1 illustrates a side view of a side frame 100 of a railway cartruck. The railway car may correspond to a freight car, such as thoseUtilized in the United States for carrying cargo in excess of 220,000lbs. Gross Rail Load. The side frame 100 defines a bolster opening 110.

The bolster opening 110 is defined by a pair of side frame columns 112,a compression member 114, and a spring seat 116. The bolster opening 110is sized to receive an outboard end section 115 of a bolster, a cut-awayof which is illustrated. A group of springs 117 is positioned betweenthe outboard end section 115 of the bolster and the spring seat 116 andresiliently couple the bolster to the side frame 100.

Referring to FIG. 2, wear plates 202 are positioned between respectivecolumn faces (FIG. 3, 300) of friction wedges 206 and the side framecolumns 112. Wedge inserts 208 are positioned between respective slopingfaces (FIG. 3, 302) of the friction wedges 206 and shoe pockets 204 ofthe bolster. During operation, the column face 300 and the sloping face302 of each friction wedge 206 bear against a corresponding wear plate202 and wedge insert 208, respectively. The friction wedges 206 slideagainst the wear plates 202 and wedge inserts 208, creating friction anddissipating energy to function as dampers that prevent sustainedoscillation between the side frame 100 and the bolster.

FIG. 3 illustrates an exemplary friction wedge 206. The friction wedge206 includes a column face 300, a sloping face 302, and a bottom side304. A wear indicator 306 is defined on one side of the friction wedge206. The wear indicator 306 facilitates the determination of the amountof service life left in the friction wedge 206.

Column face edges 308 a-d are chamfered with a radius that provides fora smooth transition between the column face 300 and adjacent sides ofthe friction wedge 206. In one implementation, the column face 300 ofthe friction wage 206 is substantially flat. The radius of the chamferededges 308 a-d may be about 0.30 inches. As described in more detailbelow, the respective edges 308 a-d are formed with a core rather thanafter casting by subsequent finishing operations.

FIGS. 4A and 4B illustrate different views of exemplary rigging 400 thatmay be provided in a mold (not shown) to manufacture the friction wedges206, described above. The rigging is typically formed with the patterns(not shown) that are used to form the cavities for the friction wedges206. It is understood that FIGS. 4A and 4B illustrate exemplary rigging,cores 402, and finished wedges 206 as they would look after a shake-outprocess. The cope and drag are not shown for clarity. While theexemplary rigging 400 illustrates the manufacture of four frictionwedges 206, it is understood that the rigging 400 could be adapted tomanufacture a different number of friction wedges 206. Furthermore, therigging may be adjusted to modify the positions of the down sprue,runners and ingates as necessary. The shape of the down sprue, runnersand ingates could also be modified.

Referring to FIGS. 4A and 4B, the rigging 400 includes a down sprue 404that is connected to ingates 407. The ingates 407 are in turn connectedto runners 408. The runners 408 lead to cavities in the mold for formingthe exterior shape of the friction wedges 206. In one implementation,the runners 408 are arranged so molten material fills the cavity from aside of the cavity that forms the bottom side 304 of a friction wedge206, which is a less critical dimension of the friction wedge 206.

Cores 402 are inserted into the mold. The cores 402 form the column face300 of the respective friction wedges 206. Each core 402 may be utilizedto form the face of two friction wedges 206. In alternativeimplementations the cores 402 could be configured to form faces 300 fora different number of friction wedges 206. For example, a square core(i.e., a core with four sides) could be utilized to form the columnfaces of four friction wedges 206. It is understood that the number offriction wedges 206 that could be formed by a single core is limitedonly by the number of sides that the core has.

FIGS. 5A and 5B illustrate details of the core 402. For clarity, FIG. 5Bshows a completed wedge 206 positioned against a core 402 to show theinteraction between the core 402 and the finished wedge 206. The core402 may be an isocure core, no bake core, or shell core. An interiorsection 404 of the core 402 defines the column face 300 of a frictionwedge 206. In one implementation, the interior section is a generallyflat surface. Interior edges 406 a-d define the chamfered column faceedges 308 a-d of the friction wedge 206. The edges 406 a-d may have aradius of about 0.30 inches. The core 402 also includes a region 406that forms the wear indicator 306 of the friction wedge 206.

Flatness of the friction wedge 206 is important because the column face300 of the friction wedge 206 interacts with the wear plate 202, whichis a hot rolled steel plate and, therefore, very flat. Forming thecolumn face 300 in the mold (i.e., with green sand) would introduceartifacts as a result of draft angles and parting lines. Withoutadditional finishing, these artifacts would prevent the friction wedge206 from sitting correctly against the wear plate 202. In annon-illustrated embodiment of the core 402, the interior section 404 andchamfered interior edges 406 a-d are eliminated in favor of a completelyflat face which formed the corresponding column face 300 of the wedge206. In an additional non-illustrated embodiment of the core 402, theinterior section 404 is included without the chamfered interior edges406 a-d.

By contrast a core can be made much harder and more accurately than aproduction green sand mold, creating a higher quality casting surface.The improved surface finish reduces the size of the as-cast asperitiesin the friction wedge 206. These asperities are removed as the frictionwedge 206 slides against the wear plate 202 at initial break-in. Thereduction in the size of the asperities reduces the time required tobreak-in the friction wedge 206, and reduces the size and amount of gritin the assembly. Faster break-in leads to decreased wear and, therefore,longer part life. Less and smaller sizes of grit can eliminate theeffects of 3 body wear mechanism's and therefore reduce the wear rate ofthe system. In some implementations, use of a core facilitates themanufacture of a friction wedge 206 that has a column face 300 with asurface finish less than about 500 micro-inches RMS.

Moreover, defining interior chamfered edges eliminates the need forgrinding of on the column face 300 subsequent to casting, which wouldotherwise create large gouges and scratches, which affect the break-inof the friction wedge 206. Grinding produces other inconsistencies inthe casting as well.

FIGS. 6A and 6B illustrate a second exemplary friction wedge embodiment602 and a core 600 for manufacturing the same. The core 600 defines agroove 602 around the perimeter of a flat middle section 604. Thefriction wedge 602 includes a column face that defines a recessedportion 608 and a raised portion 606. The recessed portion 608 is formedby the flat middle section 604 of the core 600. The raised portion 606is formed by the groove 602. The recess 608 formed in the column facefacilities the insertion of a friction control material (not shown),such as a brake shoe material, a clutch material, or other dry frictionmaterial. This recess 608 provides a way of capturing and containing aninserted material without the necessity of adhesives, or other bondingtechniques.

As with the core described above, the groove 602 forms a radius on theraised portion 606. The radius forms a corresponding radius around theedge of the column face, thus eliminating or substantially reducing theneed for finishing (e.g., grinding) of the column face.

FIGS. 7A and 7B illustrate a third exemplary friction wedge embodiment702 that defines a concave column face and a core 700 for manufacturingthe same. An interior of the core 700 defines top and bottom regions 704a and b that are generally flat and lie in substantially the same plane.A middle region 706 is defined between the top and bottom regions 704 aband is proud/forward of the top and bottom regions 704 a and b. Themiddle region 706 may be curved. The top, bottom, and middle regions 704a and b and 706 cooperate to form a friction wedge column face with agenerally concave middle region 710, and flat top and bottom regions 708a and b, as illustrated in FIG. 7B.

Applicant has observed that during servicing, center regions of columnfaces of known wedges tend to wear less than the top and bottom regions.Similarly, the wear plates 202 exhibit a large amount of wear in thecenter, and very little wear at the top and bottom. The concave columnface of the third friction wedge embodiment 702 results in more evenwear between the friction wedge 702 and the wear plate 202. This, inturn, increases the useful service life of the friction wedge 702.Applicant has observed that a recess amount, D, of between 0.020 and0.060 inches produces an optimal wear evenness over the service life ofthe friction wedge 702.

It is understood that the recess amount, D, may be different and may beadjusted based on the amount of wear that occurs for a given combinationof friction wedge and wear plate 202. In some implementations, afriction control material may be arranged within the recess to controlfriction levels, and further control wear evenness between the frictionwedge and the wear plate 202.

In some implementations, to improve the longevity of the frictionwedges, a heat treatment may be applied subsequent to casting. Applicanthas observed that the useful service life of the friction wedges may bemaximized if the friction wedges are hardened to a hardness between420-520 BHN, which is generally not achievable with known friction wedgemanufacturing methods, such as the method disclosed in U.S. Pat. No.4,166,756. To achieve this hardness, the friction wedges are heated to atemperature above 1200 F0 after casting. The friction wedges are held atthis temperature for a period of time and then rapidly cooled bysubmerging in a quench media, such as oil, water, or molten salt, whichmay be at a temperature of between 100° and 500°. The final hardness andmicrostructure of a friction wedge is determined based on a number offactors that include the temperature of the friction wedge at the timeof quenching, the time held at that temperature, the temperature of thequench media, and the alloy of the friction wedge.

Generally, after quenching, the friction wedges become brittle, containresidual stresses, and are unfit for service. Tempering is used tofurther refine the microstructure, restore ductility, increasetoughness, and relieve the residual stresses. Tempering is typicallycarried out by heating the friction wedges to a prescribed temperature,then slowly cooling them at a prescribed rate.

In one implementation, the friction wedges comprise an iron alloy thatincludes Copper and/or Nickel. In this case, after quenching andtempering, the resulting alloy exhibits an acicular gray ironmicrostructure that comprises predominantly Bainite and Martensite, withsome retained Austenite, traces of Carbide, and no more than 5%Pearlite.

While various embodiments of the embodiments have been described, itwill be apparent to those of ordinary skill in the art that many moreembodiments and implementations are possible that are within the scopeof the claims. The various dimensions described above are merelyexemplary and may be changed as necessary. Accordingly, it will beapparent to those of ordinary skill in the art that many moreembodiments and implementations are possible that are within the scopeof the claims. Therefore, the embodiments described are only provided toaid in understanding the claims and do not limit the scope of theclaims.

I claim:
 1. A railcar truck comprising: a bolster having an outboard endsection, the outboard end section having first and second shoe pockets;a side frame including a bolster opening defined by a pair of side framecolumns, a compression member, and a spring seat, the bolster openingsized to receive the outboard end section of the bolster a group ofsprings, the group of springs positioned between the outboard endsection of the bolster and the spring seat, the group of springsresiliently coupling the bolster to the side frame; a first frictionwedge and a second friction wedge, each friction wedge comprising: acolumn face, the column face having chamfered edges providing a smoothtransition between the column face and adjacent sides of the frictionwedge; a sloping face; a bottom side; and a wear indicator on a side ofthe friction wedge; a first wear plate and a second wear plate, eachwear plate positioned between the respective column faces of thefriction wedges and the respective side frame columns a first wedgeinsert and a second wedge insert, each wedge insert positioned betweenthe respective sloping faces of the friction wedges and the respectiveshoe pockets; wherein the column face as-cast, without furtherfinishing, of each of the friction wedges is substantially flat and hasa surface finish less than 500 micro-inches RMS wherein each of thefriction wedges has an acicular gray iron microstructure that comprisesBainite, Martensite, Austenite, Carbide, and no more than about 5%Pearlite; and wherein each of the friction wedges has a hardness ofbetween 420-520 BHN.
 2. The rail car truck of claim 1, wherein thechamfered edges of each of the first and second friction wedges have aradius of about 0.30 inches.
 3. A friction wedge of a rail carcomprising: a column face, the column face having chamfered edgesproviding a smooth transition between the column face and adjacent sidesof the friction wedge; a sloping face; a bottom side; and a wearindicator on a side of the friction wedge; wherein the column faceas-cast, without further finishing, has a surface finish less than 500micro-inches RMS.
 4. The friction wedge of claim 3, wherein the columnface is substantially flat.
 5. The friction wedge of claim 4, whereinthe friction wedge has an acicular gray iron microstructure thatcomprises Bainite, Martensite, Austenite, Carbide, and no more thanabout 5% Pearlite.
 6. The friction wedge of claim 5, wherein thefriction wedge has a hardness of between 420-520 BHN.
 7. The frictionwedge of a rail car of claim 6, wherein the chamfered edges have aradius of about 0.30 inches.
 8. The friction wedge of claim 3, whereinthe column face has substantially flat top and bottom regions and aconcave middle region, and wherein a maximum distance between a planewithin which the top and bottom flat regions are disposed and an apex ofthe concave middle region is between 0.020 and 0.060 inches.
 9. Thefriction wedge of claim 3, wherein the column face comprises a recessedportion.
 10. The friction wedge of claim 3, wherein the column facecomprises a substantially flat middle region surrounded by a groovedefined in the column face.
 11. The friction wedge of claim 10, whereinthe groove has a depth of about 0.06 inches.
 12. The friction wedge ofclaim 11, wherein the recessed portion includes a friction controlmaterial.
 13. A friction wedge of a rail car comprising: a column face,the column face having chamfered edges providing a smooth transitionbetween the column face and adjacent sides of the friction wedge; asloping face; a bottom side; and a wear indicator on a side of thefriction wedge; wherein the column face as-cast, without furtherfinishing, has a surface finish less than 500 micro-inches RMS; andwherein the friction wedge has an acicular gray iron microstructure thatcomprises Bainite, Martensite, Austenite, Carbide, and no more thanabout 5% Pearlite.
 14. The friction wedge of claim 13, wherein thefriction wedge has a hardness of between 420-520 BHN.
 15. The frictionwedge of claim 14, wherein the column face is substantially flat. 16.The friction wedge of a rail car of claim 15, wherein the chamferededges have a radius of about 0.30 inches.
 17. The friction wedge ofclaim 13, wherein the column face has substantially flat top and bottomregions and a concave middle region, and wherein a maximum distancebetween a plane within which the top and bottom flat regions aredisposed and an apex of the concave middle region is between 0.020 and0.060 inches.
 18. The friction wedge of claim 13, wherein the columnface comprises a recessed portion.
 19. The friction wedge of claim 13,wherein the column face comprises a substantially flat middle regionsurrounded by a groove defined in the column face.
 20. The frictionwedge of claim 19, wherein the groove has a depth of about 0.06 inches.21. The friction wedge of claim 20, wherein the recessed portionincludes a friction control material.